Electric motor control system



July 11, 1939'.

J. R. TAYLOR ELECTRIC MOTOR CONTROL SYSTEM Filed Nov. 20, 1957 2 Sheets-Sheet 1 July l1, 19739. I J, R TAYLOR 2,165,521

ELECTRIC MOTOR CONTROL SYSTEM.

Filed Nov. 20, 19257 2 Sheets-Sheet 2 HU Io:

Patented July 1.1,-15539 UNITED s 'rATElsa neurale Moron-Courson srsfrrnsiv John Bissell Taylor, Bedford, England, assigner to Cntlerllammer,l'ne., Milwaukee, Wis., a

inmanente: zo, 1931, seem No. 115,119 In Grat Britain November 23, 1936 claim. (ci. v1in-ist)A 'rms invention rentes to electric meter conn-o1 v systems and refers more particularly to control systems for the electricmotors of lifts or hoists. The invention relates especially, though not 5 exclusively, to control systems for the electric motors of grab hoists, in which a .grab closing line and a grab holding line are employed. Operated by respectiveelectric motors. In .such systems tensioning of the closing 'line closes the grab andl supports the weight thereof, and tensioningvof the holding also supportsthe weight of the grab. In hoisting and lowering the closed full grab the two lines take about an equal share of the load and both move at the same rate and no particular diflculty is experiencedin adjusting the motor speeds accordingly. In lowering the open grab. the holding line must take the whole of the load the closing line being quite slack, and,v when identical alternating current motors are fem-V ployed, diiiiculty is experienced in providing for this since the holding .line Vmotor, being .under an assisting load, must be running at a speed slightly above synchronism, and the line imotor, being under a slight retarding load due to friction, must he running at a speedslightly less'than synchronism.

One object of the invention is the provision 0f an improved-control system for the electric motors of lifts or hoists in which improved means will be provided for stoppingfthe motor when lowering theliftorhoist. Another object is the provision of an improved control system for the electric motors ofgrab mists of the kind eet forth above, inewmen the I both lines are subsequently paid out at the same above described diiiiculty will be obvlated.

Other objects and advantages of the invention will appear hereinafter.

YThe invention consists broadly of a lift or hoist system in which the lift or holst is driven by means oi an electric motor, wherein, foristopping said motor when lowering the liftv or hoist,

the motor ls ilrst slowed down by the establishment of electrical braking circuit connections and,

Y .at a given point, said braking circuit connections are automatically ed and a mechanical brake is applied. Y

A further feature of the invention, as" applied to control systems for the motors ot grab hoists of the kind set forth above, consists in. the var.-

rangement that the transmission between mw motor mustberunning at a speed below syn- `torsandtheir respective lineshasahigher. h ratiointhecaseoftheclodnglinethaninthe caseoitheholdingline u In order that the. invention maybe the more clearly imderstood, a gralV hoist system in accordance therewith, employing a grabclosing .l

-. Y (say llf% higher) than that between the'holding line and va grab holding line operated by re- V d spectlve motors, will nowv bedescribed, reference being made to the accompanying drawings 30 whereinz Y V -driven by a holding motor 2, Figure 2. Vusual way, tensioning of the closingline closes the grab'and supports' the weight thereof, and

Figure l is an across-the-line diagram ofthe closing line motor and its circuits.

Fig.. 2 is a similar diagram of the holding line r and its circuits.4 Y

Fig. 3 is an across-the-line diagram of a drum 5' controller and its associated control circuits for controlling the circuits of the closing line motor.

Fig. 4 is an across-the-line diagram of a drum Acontroller and its associated control circuits for Acontact members disposed in horizontal alinement with their positions in the straight-line diagrams. Fig. 4*' is a diagram similar t9 that shown in Fig. 35 of the switches embodied in Figs. 2 and 4. Figure 5 is a diagram or the speed-torque curves for the two lines. Referring to the drawings the grab, not shown, is controlled by means of a closing line driven by a closing motor I, Figure 1, and a holding linel In the tensioning of the holding line also supports the weightiai the grab. 'Il'hus when the tworlines share the weight the grab will be closed and when the holding line takes the whole of the weight the grab open. In operationV therefore, to close thegrab and hoist, the closingA line isvwoun'd in 30 iirst for closing theA grab, and, afterwards, both lines are wound in at the same rate so that they Y share the load. To stop the grab, both' lines are simultaneously stopped.. To lower the closed grab rate so that they again share the load. To open the grab, the closing line is paid out alone until the grab is open; and for lowering the open grab thronism. In thepresent arrangement to enable the closing line, notwithstanding this fact, to be paid out at least as fast as the holding line, the transmission ratio between the closing line motor and the closing line is made slightly higher line motor and the holding line. It will be ap-v preciated thatduring -the other operations, viz. o hoisting a full grab and lowering a. fullgrab, so

when the motors are both either under positive or under negative load, this diierenc'e in speed ratio can be taken care of -by adjustment of the circuit resistance of the motors.

The two motors are three phase motors and their operation and their control gear is, to such a large extent, Athe same, that the same references have been applied to corresponding control parts of the two motors. Thus referring to Figures 1 and 2, each motor has seven resistance sections in each phase,.six of the resistance sections being adapted to be cut out, in the case of .the closing motor l, by means of normally open contacts Tcl, rc2, rc3, fc4, rc5, rc: and all seven of the resistance sections being adapted to be cut out in the case of the holding motor 2 by means of normally open contacts rc, rc2, rc3, TCB, fc5, 106, Tcl'. Each motor has normally open hoist contacts hc adapted, upon closure to establish hoist connections and normally open lowering contacts lc adapted, upon closure to establish lowering connections.

Also each motor has associated therewith a voltage relay winding ww connected through a rectifier r across two of the phases of the secondary and therefore energised in accordance with the speed of thev motor, said winding vrw controlling normally open contacts vrc (Figures 3 and 4) so that said contacts open when the speed of the motor reaches about 20% of synchronous speed. The purpose of this voltage relays is, as will hereinafter appear, to establish reverse current braking connections during lowering for the respective motor until the speed is reduced to about 20% of synchronous speed, whereupon said reverse current braking connections are dlsestablished and a friction brake is applied.

This friction brake in the case of each motor is normally7 closed and is opened by the energisation of brake windings connected through con-- tacts bc (Figures l and 2) across the lines, said contacts be being closed by energisation o a winding bw which, asshown, is energised when either the hoisting contacts hc or the lowering contacts lc are closed.

The circuits of the closing line motor fl are controlled by means of a drum controller shown in Figure 3, and those of the holding line motor are controlled by means of a drum controller shown inv Figure 4.- These drum controllers are represented in the usual conventional way each drum carrying a number of drumwconta'cts and having associated cooperating stationary contacts shown in a vertical line, the drum contacts being all connected to one supply line Land the various control circuits being established through the cooperating stationary contacts to another supply line LL. Both drums have four hoisting notches represented by the chain dotted lines ik to 4h. 'I'he closing line drum has five lowering notches represented by the five chain dotted lines Il to 5l, whereas the holding line drum has six lowering notches represented by the six chain dotted lines ll to 6l. The remaining circuits, windings and contacts are shown in the conventional manner and will not be otherwise described than in the following description of the operation of the system.

In operation, referring to Figures l, 2, 3 and ll, when either drum controller is operated to the rst hoisting notch ih, the winding hw controlling the hoist contacts he will be energised through a normally closed interlock ict on ,the lowering contacts lc. Contacts hc accordingly close to establish hoisting connections for the motor. Immediately said contacts hc close, a normally open interlock hc2 on said contacts closes, and thereupon the winding rwl is energised thereby closing contacts rc1 and short circuiting the end resistance sections.

On moving to the next hoisting notch 2h the winding 1w2 is energised through a normally open interlock Tcl on the contacts rcl, and the said interlock hc2. The contacts rc2 controlled by said winding 1w2 accordingly close thereby short circuiting the next resistance sections.

On moving to the third hoisting notch 3h, the winding rw3 controlling contacts rc3 is energised through a normally open interlock rc2' on the contacts rc2, and said interlock hc2, The contacts rc3 accordingly close thereby -short circuiting the next resistance section. 'Ihe interlock rc2' however closes onlyfafter a time interval and therefore there must be an interval between the closing of contacts rc2 and contacts rc3.

On moving to the nal hoisting Inotch 4h, the winding rw controlling the contacts fc4 is energised through a normally open interlock rc3' on the contacts rc3, la second normally open interlock T032 on said contacts rc3, and said interlocks rc2 and hc2. Contacts fc4 accordingly close to cut out fresh "resistance, and as before the interlock rc3' closes slowly to delay this operation. y

After a time interval an interlock fc4' on contacts ret closes and winding rw5 is energised as will be clearly seen, thereby closing contacts fc5 and cutting out further resistance, and after a further interval an interlock fc5 on contacts fc5 closes, and winding rwS is energised closing contacts T06 and cutting out further resistance.

It will be seen that the contacts rcl (Figure e) of the holding line motor are never closed during hoisting, since the corresponding winding rw'l has, in its circuit, a normally open interlock lc on the contacts lc.

It will also be seen that, in the case of the closing line motor l only, the energising circuits of the windings rwl, rw and no6 (Figure 3) are established through normally closed contacts irc of a jamming relay having windings yrw in the primary circuits of the motor. This is in order that if .the closing line motor l should take an undue proportion of the load during hoisting, owing to the operator being late in starting the holding line motor, said closing line motor will be overloaded and the contact irc will :tem-

porarily open causing the contacts Tcl, fc5 and fc5 to fall out and slowing down the closing line motor, thereby enabling the holding line motor to catch up and take its due ,proportion of the load.

In lowering, either drum must be operated at contacts lc, a normally open interlock lc2 closes v and the winding Rw is energised of a relay having normally open contacts Rcl and RC2. Contacts RCE, upon closing establish a maintaining circuit for the winding Rw independently of the interlock lc2. Contacts RC2 upon closing effect nothing at the moment;

Upon operating either drum '60 arousij l 3 VAlso,'ai:i:heithnotch Slwindingrwlis energised through interlock lc2, thereby closing contacts rc3 ,and short circuiting the three end resistance sections, and when, after a time in- 5 terval, interlockrc3' and interlock fc3z on con- J tacts rc3 are both closed. winding rwl is energised therely closing contacts Tcl and short Acircuting a further resistance section. It will be noted, however, that, while the holding line drum of Figure 4 is at the ilith notch 5l no further resistance sections can be short circuited from the holding line motor, and, in consequence, no further resistance sections can be short circulted from the closing line'motor either, since the V winding Rim of Figure 4 remains deenergised oi g5 fc5' on contacts fc5, thereby closing contacts` rc and short circuiting another resistance section, and iinally, after another interval, winding rw of Figure 4 will `be energised through"A interlock rci' on contact T06 and through in' so terlock 1c2, thereby closing contacts rc1 and short circuiting the last resistance section.

Also the vwinding Riw of Figure 4 will now be energised through interlock lc2, and contacts I Rif.` of Figure'3 will accordingly be`closed; therefore,\if the closing line drum of Figure 3 is still at the iifth notch 5l, winding rw of Figure 3 will be energised after an interval through interlock Tcl', on contacts fc4, thereby closing con'- tacts fc5 and short circuiting another resistance 40 section-and, after another interval, winding T106 will be energised through interlock fc5' on contacts rei, thereby closing contacts rcG and short circuiting another resistance section.

Il' either drum is now moved back to the fourth notch Il, winding 1w is deenergised and contacts lc accordingly open; and, contacts Rc! being now lclosed'as heretofore described, winding hw is energised through said contacts R02 and interlock Ici on contacts lc. Hoistingcontacts hc 5o accordingly close and hoisting .connections (that 'is Ato say reverse current braking connections) are established. At the vsame time interlock -lc2 opens, deenergising all the resistance-controlling windings after rml, so that all the resistance'is restored to both circuits.

If either drum is no w moved back to the third notch 3l, winding rwl is energised throughA in-V terlock hc! on contacts hc, whereupon contacts rel close, thereby shortV circuiting the end resistance, and increasing the reverse current' tion and again increasing the reverse current.

braking. At the same time winding Rio is de- .energised, thereby opening its maintaining conv'mtact'ltcl and also the contact R02. This however does 'not necessarily immediately effect deenergisation of winding hw, since the. contact RC2 is shunted by two contacts in series, viz. a

normally open interlock het (now -closedl-on 7a the contacts hc and the contacts orc of the voltmotor.

age relay winding vrw. As before stated Vthese contacts orc only open when the speed ofthe motor has fallen to about 20% of synchronous speed, and therefore, assuming the motor speed is still above this'speed, the winding hw will 5 remain energised and the contacts hc closed.

If either drum is now moved back to the iirst notch Il. or to neutral, winding no3 is energised, if a .time interval has elapsed, through interlock rc2' on contacts rc2, and through .said 1g interlocks -hc2.. Contacts rc3 accordingly close and a further resistance section is short clrcuited thereby further increasing the reverse braking eiect.

At any time on the second or rst notch 2l u or Il or at neutral position, when the speed of either motor falls to 20% of synchronous speed, contacts vrc will open, 'thereby deenergislng winding hw and opening contacts hc. This-will stop reverse current braking and, by deenergiszu ing winding bw lof contacts bc, deenerglse thev` brake windings and apply the brake. At the same time, interlock hc2 opens thereby deenergising windings noi, 1192, rw andthrowing all resistance sections back into circuit. The con- 2e nections are all now'at normal. Y

The practical function of the system will now be described reference being made to Figure 5. This gure shows the speed-torque curvs forV the two lines, the torque being represented by u the abscissae and-the speed by the ordinates. 'Ihe curves for the holding motor are shown in full lines and those for the closing motor in dotted lines. The points A and B represent lthe synchronous line speeds for the closing and hold- 3| ing motors respectively in the hoisting direction, and the points X and Y represent the synchro'- lnous linespeeds of said closing and holding motors respectively in the lowering direction, the space between the points A and B and'between 4( the points X, and Y being accounted for by the difference between the speed transmission oi' the two motors as hereinbefore described. v

The group of curves o, rel to rciv directed towards the points A and B are the curves which 4: apply when hoisting connect-ions are established andthe resistance contacts Vclosed are respec-A tively irom`none to rei, it being remembered that the contact rc1 (Figure 4) is never closed when hoisting connections are established. 5(

The group of curves fc4 to rc1 passing through the points X and Y are the curves which apply when` lowering connections areV established and 'the resistance contacts clo'sed are respectively from fc4 to rc1, it being remembered that the 5: contacts rcl and rc2 are never cled when lowering connections are established. In practice contacts rc3 are seldom closed alone.

The point C represents torque for each The pointD represents the torque on e( theholding motor when lowering the open grab and the point E represents the torque on the closingmotor -when lowering the open grab, and it will be seen that this torque is in an upward direction being caused by friction in the trans- 65 mission etc.

To close the grab and hoist, the closing line drum is moved to the. notch Ih and when the grab is nearly closed the holding line drum is also moved to the notch 4h. As before stated, 7

if this movement ofthe V'closing line drum is a little late, the jamming relaycontacts jrc will operate to delay the speeding up of the closing line motor so that the two motors will take up their load together. Referring to point C, it will n to the notch 5l.

be that,` when contacts rc2 are closed the motors are only just capable of supporting the load. Hoisting does not begin until contacts rc3 close. The horizontal lines HI, H2, H3 represent the changes to contacts fc4, fc5, rci, and it will be seen that throughout the hoisting operation the speed andv torque of the two motors will remain fairly equal until finally a'full speed is attained represented by point F at which the closing line takes slightly the greater torque.

To stop the hoisting grab, both. drums are moved to the ofi position whereupon the motors will be deenergised and the friction brakes applied.

Subsequently, to open the grab, the closing line drum is moved`to notch 5l, and when the grab is open the drum is moved to off, thereby stopping closing line motor almost instantly, as there is substantially no load by reverse current braking followed by the friction brake as hereto-v fore described.

- To lower the open grab, the closing line drum is moved to the notch 5l and the holding line drum to the notch'V 6l. Atthese positions the contacts rcG of the'closing line motor and the contacts rc1 of the holding line motor are closed, so `that the curves on Figure 5 which apply are the dotted curve rcs and the full curve rc1. The holding line motor being subjected to torque D and the closing line motor to torque E, it will be seen that the speeds of the two lines will be substantially the ,same and represented by the pointFL To lower the full grab both drums are moved In this position contacts fc4 close in the case of both motors and the, dotted and full curves fc4- are the curves which apply. As will be seen, these curves lie fairly close together, and, assuming that the full-grab torque in a lowering direction takenby each motor is somewhere close to that represented by the point D, being less than the torque C owing to reversal of frictionka speed G will be attained at which both motors take roughly the same torque, the holding motor actually taking slightly the more.

For stopping the full grab in the downward direction, both drums are normally moved to the off position, so that contacts rc3 rapidly close with the hoistingl connections established. In this position the dotted and full curves rc3 apply and it will be seen that the connections are such as to be capable of lifting the grab at about l/2 speed. The downward speed, therefore, rapidly talls to about of synchronous speed whereupon the line connections are' interrupted and the friction .brake applied as heretofore described. The two lines rc3, and also the preceding lines o, rel, rc2; be fairly close together so, once again, during reverse current braking the load is fairly evenly shared.

It will be seen that, during most of the operations, the two drums are simultaneously at the same notch. In practice the drums are located close to one another withwtheir operating handles towards one another so that, when the drllg'ns are being moved together over the same notc es, such as when hoisting, lowering and stopping the full grab, both handles can be moved by one hand.. l

.What I claim and desire to secure by Letters Patent is:

.1. A system of control for grab bucket hoists brake.

rendering said motors operable to edect paying out of said lines at substantially the same speed when the motor associated with said holding line is under negative load and the motor associated with said closing line is under positive load, said means including drives of different speed ratios between said motors and their-associated lines, the drive associated with said closing line being of higher speed ratio than the drive associated with said holding line.

2. A system of control for grab bucke hoists having a holding line and a closing li e, -comprising two identical alternating current motors each for operating one of said lines, a drive between each of said motors and its associated line, the drive associated with said closing line being of higher speed ratio than the drive associated with said holding line, and means for controlling the speed of said motors to provide for paying out of said lines at substantially the same speed with the holding line tensioned and the closing line slack for maintenance of the bucket in open position.

3. A system of control for grab bucket hoists having a holding line and a closing line, comprising two identical alternating current motors each paying out of said lines at substantially the same speed when substantially the entire weight of the bucket is supported by the holding line and also when the weight of the bucket is shared by the holding and closing lines.

'4. A system of controfor grab bucket hoists having a holding line and a closing line, comprising two identical alternating current motors each for operating one of said lines, a drive betweenv each of said motors and its associated line, the drive associated with said closing line motor being ofhigher speed ratio than the drive associated with said holding line motor, a controller fr each of said motors including a master switch, .said motors being controllable by said master switches to provide for paying out of the holding and closing lines at substantially'the same speed when the weight of the bucket is shared by the holding and closing lines Vand also when substantially the entire weight of the bucket is supported by the holding line.

5. A control system for hoists and the like having an overhauling descending load, comprising an alternating current motor for driving the hoist, a brake. for said motor which is normally set and is released upon energization of said motor, means for establishing reverse power connec-- sition, a running position and a plugging positionv` between said oil and running positions, means for closing said lowering contactor upon movement of said master switch from off position to running position and for opening said lowering contactor and closing said hoisting contactor upon movement of said master switchfrom running position to plugging position'and means responsive upon a given reduction in the speed of said motor to effect opening of said hoisting contactor for stopping' of said inotor under the action of said .soms RUSSELL' Tanon.

CERTIFICATE OF CORRECTION.

Patent No. 2,165,521.

July 11, 1959.

JOHN RUSSELL TAYLOR.

It is hereby certified that error appears in the above numbered patent In the heading to the drawings, Shoots 1 and 2', line 5, for "2 Sheets" read 5 Sheets; and insert the sheet of drewing shown below as Sheet 5 of the' drawingsfin the patent July 11, 1939.

requiring correction s follows:

' J. R. TAYLOR ELECTRIC IOTOR CONTROL SYSTBI Filed Nov. 20. 1937 3 Sheets-Sheet 3 J and that the said Letters Patent shooldbe readwith this correction therein tmf: the same may conform to th record of the case in the Patent Office.

Signed and sealed this 17th day of October, A. D. 1959.

Henry Van rsdalje,

Acting Commissioner of Patents.

(Seal) CERTIFICATE OF CORRECTION.

Patent No; 2.165: 521

July 11, 1959.

JOHN RUSSELL TAYLOR.

It is hereby certified that error appears in the above numbered patent requiring correction es follows: Inthe heading to the drawings, Sheets 1 and 2; line 3, for-"2 Sheets" read 5 Sheetsynnd insert the sheet of drewing shown below es Sheet 5 of the'drawingsin the patent July 11, 1939- J. R. TAYLoR ELECTRIC MOTOR CONTROL SYSTBI 'rund Nov. 2o, 1957 :s shuts-shut s and that the seid Letters Patent should be readwith this correction therein that the seme may eoniorm to'th reeord of the ease in the Patent Office.

Signed and seeled this 17th day'of October, A. D. 1959.

' Henry Vm A-rsda-e, Acting Commissioner of Patents.

(Sen-1') 

